Locomotive.



N0. 660,433. Patented 0ct.- 23, |900. W. P. HENSZEY.

LUCOMOTIVE.

(Application med 3m. 4, 1900.,

3 sham-shut 2.

(N0 Model.)

w. P HENszEn LCUM OTIVE.

(Application led 4. N200- 3 Sheets-Sheet 3.

(No Model.)

lUNrrnD VSTAT- ns l PATENT Ormes.'

WILLIAM P. HENSZEY, OF PHILADELPHIA', PENNSYLVANIA, ASSIGNOR TO BURNHAM, WILLIAMS dz; CO., OF SAME PLACE.

LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent No. 660,433, dated October 23, 1900. Applicant medium-.ry 4,1900. sereine. 377. (Nomad.)

To mit whom it may concern.'

Be it known that I, WILLIAM P. HENSZEY, a

I citizen of the United States, residing in Phila be mounted, so that they will readily turn the i ordinary curves.

In carrying out my invention I utilize two locomotive-engines of the ordinary type coupled back to back, so that while a long wheelbase is obtained there'is no more diiiiculty in passing around curves than by the useof the locomotive 'of the ordinary type. Furthermore, I so couple the throttle-valve levers and reversing-levers that the levers'of both engines can be operated by one engine-driver at his post on either locomotive.

In the accompanying drawings, Figure 1 is a side View of a double-end locomotive, illusftrating my invention. Fig. 2 is a diagram View showing the Wheel-base. Fig. 3 is a longitudinal sectional view through the cab of the locomotive, showing one of the reversinglevers thrown forward. Fig. 4 is a section on the line I 4, Fig. 3. Fig. 5 is a sectional plan view on the line 5 5, Fig. 3; and Fig. 6 is a sectional View on the line 6 6, Fig. 5.

A A are two locomotives, in the present instance shown as of the six-wheelfreight type. B B are the cabs of the two locomotives. The locomotives are placed back to back, as clearly illustrated in Fig. l, and the hood o, attached to the roof of the cab B', overlaps the roof of the cab B.

D D are the two boilers of the locomotives of the usual type, and E E are the frames. Secured to the frames are the buffer-boxes e e, in which are mounted the buffers ff, held rigidly by the compressed backing.` Directly under the buiers is a drawbar G, secured to the frame E by coupling-pins g g, which are set in the frame, as clearly illustrated in Fig. 6.

H H' are the throttle-valve levers. H2 is a swiveled connecting-bar situated directly under the 'footboard of the locomotive. Each end of the connecting-bar is in the form-of a ball, and the balls are adapted to sockets h h l throttle-valve lever through the rods h4 h5 and connecting-bar H2.

I make the bar H2, which couples the two throttlevalve levers, extensible in the present instance by mounting one head on a section h6, adapted to a socket k7 in the end of the bar H?, so that the bar will accommodate vitself to the movement of the locomotive.

I I are the reversing-levers of the locomotives, each situated in the usual position on. its respective locomotive, and in the present instance these levers are operated by screws it", adapted to swiveled bearings 2713 in brackets I2 13,' the screws being adapted to nuts i4 i5, swiveled to the levers I I', respectively. It will be understood that other mechanism than the screws i t" maybe utilized for operating the levers, depending upon the style of engine desired.

The levers I I are mounted loosely on bent shafts J J', respectively, which are adapted to bearingsjin the frames of the locomotives. Secured to the shafts are arms K K, which can be coupled to the reversing-levers I I by latches lo la', pivoted to the arms and adapted to openings k2 in the levers I I. The arms lK K are connected to the reversing-rods L L,'respectively, as illustrated in Fig. 3.

The shafts J J are bent so as to clear the coupling head and pins, as clearly shown in Fig. et. Extending from each bent shaft J J are arms J2 J3, connected together by a connecting-rod J4, so that the movement of one shaft will be imparted to the other, and when the reversing-lever is shifted for the forward movement of one engine the valve motion of the other engine will be shifted to backward motion, and when the engine-driver is at his post on one engine the reversing-lever of the IOO , curves.

other engine is uncoupled from its arm. This locking mechanism can he used to lock the lever, being operated in its set positions.

I preferably make the joints between the extensions J2 J3 and the connecting-rod J1 swivel-joints7 so as to allow for the lateral movement of the locomotive'in passing around In the present instance I i'ork each element and mount between the forks a block m and couple the arms J2 and J3 to their respective blocks by cross-pins a and couple the rod JA1 to the blocks by vertical pins n', so that while the motion of one shaft will be imparted to the other through the connectingrod J4 the swivels will alow' free movement of the locomotive without interfering with the reversingr mechanism.

By the above description it will be readily seen that I can couple two single locomotives ofthe ordinary type back to back, so that one engine-driver and one fireman can operate two engines and that both engines will be thus under control of a single driver. It will be understood, however, that the engines are not to be used singly except in extreme cases, as they are supposed to be permanently coupled together, and the shafts J J and connecting-rod J, as well as the swiveled bar H2, are permanent parts of the locomotive.

Locomotives of the type above described are used quite extensively on certain roads where he-avy loads are hauled and where the grades are difficult, and it is essential thatthel wheel-base be such that the locomotive will readily accommodate itself to the curves and will be under the control of a single engine-driver.

I claim as my invention* l. The combination of two complete and independent locomotives flexibly coupled back to back, thc'operating mechanism of one locomotive Hexiby connected to the operatinlbr mechanism of the other locomotive, whereby one engine-driver can control the two locomotives, substantially as described.

2. The combination oftwo complete and i11- dependent locomotives flexibly coupled back to back, reversing mechanism on each locomotive, means whereby the two reversing mechanisms are flexibly connected so that when the reversing mechanism of one locomotive is moved in one direction the reversing: mechanism on the other locomotive isrcversed, substantially as described.

The combination of two complete and independent locomotives flexibly coupled back to back, throttle-valveson each locomotive, a connecting-bar flexibly connected to the two throttle-valve levers, so that both throttlevalves will beunder the control of one enginedriver, substantially as described.

4. The combination of two com plete and independent locomotives flexibly coupled back to back, throttle-valves on each locomotive, levers therefor, `a connecting-bar adapted to swivel-joints on each locomotive and havinnT arms connected to the two levers, substantially as described. Y

5. The combination of two locomotives coupled back to back, a shaft adapted to bearings on each locomotive, an arm on each shaft, one arm connected to the reversing mechanism of one locomotive, the arm of the other shaft. connected tothe reversing mechanism of the other locomotive, independent reversing-levers ou each locomotive, and means for coupling one or other of the reversing-levers to their respective arms,so that when the euirinedriver is at his post on one locomotive thereversing-lever of the other locomotive can be thrown out of engagement with the arm connected to the reversing1 mechanism, substantially as described.

6. The combination of two locomotives arranged back to back, a long cou pling-lin k connecting the two locomotives, ben t shafts pivoted to their respective locomotives on aline with the coupling-pins, extensions on said shafts, a rod coupling the two extensions together, said rod being swiveled to the eXtensions, reversing-levers connected to the said shafts, an extensible bar having heads adapted to sockets on each locomotive,and throttlevalve levers connected to the bar, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

WM. P. HENSZEY.

Witnesses:

JAS. H. W. HAYES, J As. G. KEYS.

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